Internal combustion engine with direct lubricating system

Abstract: The present invention relates to an internal combustion engine having a direct lubricating system to provide direct lubrication of different spots of the engine such as the connecting rod journals of the crankshaft, the skirt portion of the pistons, the transmission gears and/or of further auxiliary equipment such as an air pump or air compressor. The direct lubrication system comprises a lubricating pump controlled by a control unit to supply lubricating oil in response to respective requirements of lubrication at the different spots of the engine.

Description: This invention relates to an internal combustion engine, in particular two-stroke crankcase compression engine, comprising a direct lubricating system having an arrangement for lubricating the crankshaft connecting rod journal, a crankshaft journaled for rotation about a crankshaft axis and having a throw with a bearing portion eccentric relative to said axis for receiving the big end of a connecting rod, further comprising a first lubrication passage extending transversely through said throw between an opening and an inlet in the external surfaces of said throw, a closure for closing said opening, and a second lubrication passage extending from said crankshaft connecting said connecting rod journal to said first lubrication passage and intersecting said first lubrication passage. As is well known, most mechanisms that have moving parts require some form of lubricating system. These lubricating systems all have in common the necessity of ensuring adequate lubricant for the components being lubricating for long time intervals without servicing and preventing leakage of the lubricant to the atmosphere. Internal combustion engines are typical examples of mechanisms that require lubrication. The problems in lubricating engines are typical of those of other applications but in some instances the lubricating system for an engine is more demanding because of the likelihood of the lubricant escaping to the atmosphere. This is particularly true with respect to two-cycle internal combustion engines wherein the lubricant is not contained within a separate lubricant sump and recirculated through the engine during its operation as with four-cycle engines. With two-cycle engines it is expected that some of the lubricant will escape to the atmosphere through the exhaust system since the lubricant is not normally recirculated through the engine. As a result of this difference, it is desirable to accurately control the amount of lubricant that is supplied to an engine and particularly to two-cycle engines. With such arrangements, it is necessary to insure that the components of the engine receive adequate lubricant for all running conditions but also that excess lubricant is not supplied. The excess lubricant can escape to the atmosphere or carbonize within the engine, each of which causes its own type of problem Various lubricating systems have been proposed for two-cycle engines and some of these systems also have application to four-cycle engines. For example, the lubrication of the connecting rod journals on the crankshaft is a particularly critical area. Arrangements have been provided for ensuring that lubricant is delivered to the crankshaft journals under all running conditions, particularly during startup. One system which has been proposed for this use is described in U.S. Patent No. 4,969,430, entitled LUBRICATION SYSTEM FOR TWO-STROKE ENGINE, issued November 14, 1990 in the name of Tatsuyuki Masuda and assigned to the assignee hereof. In that patent, an arrangement forming the preamble of claim 1 is illustrated, wherein oil is delivered from the main bearings to the connecting rod bearings through a transversely extending passage formed in the throws of the crankshaft. This transversely extending passage is intercepted by a radially extending passage that extends to the connecting rod journal. Although that system is very effective in that it employs the centrifugal force of the crankshaft as a means for assisting in delivering the lubricant, it does have areas that could be improved. For example, the transverse drilling through the throw is closed at its outer end by a plug and the radial drilling intersects the transverse drilling at some distance from this plug. Hence, on initial startup it is necessary to fill the void area between the plug and the cross drilling before a lubricant will be forced from the cross drilling to the connecting rod journal. In conjunction with the lubrication of reciprocating machines, an area of high wear and one requiring adequate lubrication is the skirt of the piston. Various arrangements have been provided for lubricating piston skirts and in some of these arrangements there are passages drilled through the cylinder liner and through which lubricant is delivered to the piston skirt. It is necessary and desirable to insure that the lubricant that is delivery to the piston skirt will cover substantially the entire skirt's circumference at least in the highly loaded areas transverse to the piston pin axis. In conjunction with the primary application of the engine, frequently it is also the practice to drive an air pump off of the engine. This air pump may be employed either for the internal operation of the engine or, in certain automotive applications, may be employed for external or vehicular purposes. For example, with certain types of engines such as diesel engines, the induction system of the engine does not generate large amounts of intake manifold vacuum. Many vehicle accessories, such as power brake systems, however, require a source of vacuum so as to have atmospheric pressure assist. Where the engine is provided with an air pump, it is desirable to supply lubricant to the air pump as with the engine itself. Like the engine, however, the lubricant that is supplied to the air pump should not be permitted to be discharged back to the atmosphere nor, for that matter, should the lubricant which may become entrained in the air pumped by the air pump be permitted to be delivered to the source where the air is delivered. Another type of mechanism which requires lubrication is a transmission. Transmissions comprised of intermeshing gears should be well lubricated to insure good and long life operation with minimum of trouble. This applies not only to the transmission that transmits power from the engine to the powered source but also transmissions which may be contained within the engine such as the drives for camshafts, balance shafts and the like. The simplest form of transmission lubrication system is a splash system wherein lubricant is contained within the transmission casing and is circulated therethrough merely by the rotation of the gears within the transmission. However, this type of transmission requires the immersion of a substantial portion of the lower-most gears in the transmission in the lubricant. This can give rise to heavy drag. If, on the other hand, the transmission is maintained at a low fluid level, then once the mechanism begins to operate there may not be adequate lubricant in the sump so that the lower-most gears will contact it. Finally, with the so-called splash type of transmission lubrication systems, there is also a problem in insuring adequate cooling of the lubricant. Accordingly, it is an objective to provide an internal combustion engine as indicated above having an improved direct lubricating system so as to assure appropriate lubrication of journals of the crankshaft. The afore-indicated objective is performed by an intemal combustion engine as indciated above in that said second lubrication passage intersecting said first lubrication passage adjacent said closure thereby minimizing the dead volume of said first lubrication passage between the point of intersection and said closure. A feature of this invention is adapted to be embodied in an arrangement for lubricating the crankshaft connecting rod journal of a reciprocating machine having a crankshaft journalled for rotation about a crankshaft axis and having a throw with a bearing portion eccentric to the axis for receiving the big end of a connecting rod. A first lubricant passage extends transversely through the throw from an inlet end to an opening in the exterior surface of the throw. A closure closes the opening. A second lubricant passage extends from the bearing portion of the crankshaft to the first lubricant passage and intersects the first lubricant passage adjacent the closure for minimizing the dead volume of the first passage between the point of intersection and the closure. Further preferred embodiments of the present invention are laid down in the subclaims. In the following the present invention is explained in greater detail by means of several embodiments thereof in conjunction with the accompanying drawings, wherein: Figure 1 is a front elevational view of an automotive diesel engine constructed in accordance with an embodiment of the invention; Figure 2 is a top plan view of the engine; Figure 3 is a cross-sectional view taken along a plane perpendicular to the crankshaft and generally along the line 3-3 of Figure 4; Figure 4 is a side elevational view, on a scale reduced from that of Figure 3, with a portion of the engine broken away and shown in section; Figure 5 is a cross-sectional view taken along the line 5-5 of Figure 3; Figure 6 is a cross-sectional view taken along the line 6-6 of Figure 3; Figure 7 is an enlarged cross-sectional view taken along the line 7-7 of Figure 4; Figure 8 is a further enlarged cross-sectional view taken along a plane parallel to the plane of Figure 3 and shows in more detail the way in which the precombustion chamber is formed; Figure 9 is a cross-sectional view taken along the line 9-9 of Figure 8; Figure 10 is a side elevational view of a piston; Figure 11 is a cross-sectional view of the piston shown in Figure 10 and taken along a plane perpendicular to the plane of Figure 10; Figure 12 is a side elevational view, of the piston looking at the side opposite that shown in Figure 10; Figure 13 is a cross-sectional view of the piston sown in Figure 12, in part similar to Figure 11, and taken along a plane perpendicular to the plane of Figure 12; Figure 14 is an enlarged cross-sectional view taken through one of the crankshaft bearings of the engine and showing the manner of lubrication. Referring now in detail to the drawings and initially to the embodiment of Figures 1-4, an internal combustion engine constructed in accordance with an embodiment of the invention is identified generally by the reference numeral 1. The engine 1 is depicted as being of a three cylinder in-line type but will be readily apparent to those skilled in the art how the invention can be practiced with engines having other cylinder numbers and other cylinder configurations. In the illustrated embodiment, the engine 1 operates on a two-cycle crankcase compression diesel principle. Again, however, it will be readily apparent to those skilled in the art how the invention can be employed with engines operating on different cycles and with different combustion techniques (diesel or spark ignition). However, the invention has particular utility in conjunction with two-cycle engines having precombustion chambers such as diesel engines. The engine 1 includes a cylinder block assembly 2 which, as has been noted, has an in-line configuration in the illustrated embodiment. The cylinder block 2 is disposed so that it is inclined from the vertical and in a forward direction as shown in Figure 1. This orientation is particularly advantageous when employed in conjunction with a front engine motor vehicle having a transverse engine orientation wherein the cylinder block 2 will be inclined slightly forwardly. Referring now in detail primarily to Figure 3, the cylinder block 2 is formed from a light alloy material such as aluminum and is provided with cylinder bores 2c which may be formed by liners (not shown). The cylinder bores 2c all have their axes aligned in a common plane which is, as has been noted, inclined to the vertical in the forward direction when viewing the engine compartment transversely. A cylinder head assembly 5 is affixed in a suitable manner to the cylinder block 2 at its upper end. A crankcase member, indicated generally by the reference number 3, is affixed to a skirt portion at the lower end of the cylinder block 2. An intake air charge is delivered to a plurality of crankcase chambers 4 through an induction system, indicated generally by the reference numeral 16. This induction system includes an intake manifold 16a that draws an air charge through an air inlet device (not shown) and which delivers it to each of a plurality of intake passages 15a formed at the lower end of the cylinder block 2 and which communicate with the crankcase chambers 4. The cylinder block 2 has three sets of intake passages 15a formed through the lower portion thereof, each for communication with a crank chamber 4. The intake manifold 16a is thus common to all of the cylinders. Each crank chamber 4 communicates with the intake manifold 16a to a return hole 51 opening to the bottom of each crank chamber and leading to a hose 52. This return path ensures that the lubricating oil accumulated in the crank chamber 4 may be returned into the intake manifold 16a. Reed type valve assemblies 17 are provided in the intake passages 15a so as to permit the flow of the intake charge into the crankcase chambers 4 when the pistons 7 are moving upwardly in the cylinder bores 2c and for precluding reverse flow when the pistons 7 are moving downwardly so as to compress the charge in the crankcase chambers 4. Each reed valve 17 comprises a valve cage 17a having openings 17b alternately opened and closed by valve plates 17c. The lubricating oil path through the hole 51 and hose 52 thus terminates at a location proximate the valve plates 17c to provide lubrication as a sound dampening medium. The charge which is drawn into the crankcase chambers 4 and compress therein is then transferred to a main combustion chamber, indicated generally by the reference numeral 8 and formed by the cylinder bore 2c, piston 7, and by a cylinder head assembly 5 that is affixed to the cylinder block 2 with bolts 6, for example. The skirt portion of the cylinder block 2 which forms the upper portion of the crankcase chamber 4 is formed with three individual openings 15b, one for each crankcase chamber 4. A balance passage forming manifold 16b is affixed to the cylinder block 2 via threaded fasteners (not shown) through abutting flanges. The manifold 16b defines a longitudinally extending balance passage and a scavenging control valve 16c is disposed between each individual opening 15b and the common balance passage 16b. When the scavenging control valve 16c is opened, the crank chamber 4 connected with the particular opening 15b is in communication with the balance passage 16b, substantially enlarging the crank chamber volume and lowering the scavenging flow. In this manner, inner EGR gas increases and the combustion temperature drops. When the scavenging control valve 16c is closed, the crank chamber volume returns to normal. As seen in Figs. 3 and 5, a set of exhaust passages 18 for each cylinder are formed through the upper portion of the cylinder block 2. The exhaust passages 18 are comprised of a main exhaust passage 18b between the main exhaust port 18a and a cylinder outer connecting port. A subexhaust passage 18d leads to a pair of subexhaust ports 18c opened above the main exhaust port 18a. The exhaust passages 18b and 18d join at a mid-portion through the cylinder block 2. Each subexhaust passage 18d is opened or closed under control by an exhaust control system 19. The control system 19 is used for varying the exhaust timing and the compression ratio, and is inserted and disposed to cross the subexhaust passage 18d. The control system 19 is provided with three exhaust control valve bodies 19a across each sub-exhaust passage 18d and a driving mechanism 19b for opening and closing the valve bodies. Each exhaust control valve 19a comprises a round bar having an arcuate valve portion formed thereon. The control valves are connected with each other through engaging portions, as schematically indicated in Figure 6. The driving mechanism 19b includes a driving shaft connected to an outer end of the exhaust control valve bodies 19a, and a driving motor is connected to the driving shaft through a gear train. A pair of side main scavenging ports 18c are formed on both sides of the main exhaust port 18a. Further, an opposite center scavenging port 18f is formed opposite to the main exhaust port 18a. The three scavenging ports 18e and 18f communicate with each crank chamber 4 for the particular cylinder. The various exhaust ports and exhaust passages may be more clearly seen in Figure 5. As the piston 7 is driven downwardly, eventually the various exhaust ports formed in the cylinder block and communicating with the exhaust passages will open and the exhaust gases can be discharged to the atmosphere to an exhaust manifold 47. Now with reference to Figures 3 and 4, a balancer shaft, indicated generally by the reference number 28, is rotatably journalled within a balancer shaft chamber 27 formed beneath the crankcase chambers 4 and defined by the crankcase member 3b and a cover member 26 which is affixed thereto. The balancer shaft 28 is rotatably journalled in a pair of spaced apart bearings 29 and rotates about an axis that is parallel to the axis of the crankshaft 12, and at the same speed but in the opposite direction, as best seen in Fig. 7. Due to the fact that the engine 1 is a two-cycle, crankcase compression type, it is possible to put the balancer shaft 28 substantially beneath the crankshaft 12 without adding significantly to the height of the engine. This is because the engine 1 does not require a crankcase which holds a volume of lubricant, as is true with conventional 4-stroke engines. With specific reference to Figures 4 and 7, the balancer shaft 28 is driven from the crankshaft 12 so as to rotate at crankshaft speed but in an opposite direction. The transmission includes a driving gear 30b that is affixed to the end of the crankshaft 12 opposite to the flywheel 12a and which is in meshing engagement with a driven gear 30a keyed to the balancer shaft 28. The balancer shaft 28 has formed integrally therewith three eccentric masses, one for each cylinder 2c of the associated engine. As is well known, the rotation of the eccentric masses will cause the balancing of certain forces on the engine. The gears 30a and 30b are located in a gear chamber 32 formed by the end surfaces of the cylinder block 2, crankcase 3 and balancer cover 26, along with a gear cover 31. The gear chamber 32 communicates with the balancer chamber 27 through upper and lower communication holes 27a and 27b, respectively, as seen in Figure 4. Figure 7 illustrates the gear chamber 32 having first and second oil reservoirs 32b and 32c, respectively, with the first oil reservoir being larger than the second. A curvilinear wall or partition 32a is formed adjacent the driven gear 30a and across the gear chamber 32 along the balancer shaft 28 axis. The first and second oil reservoirs 32b, 32c communicate with each other by gravity through a restricted communication passage 32d formed through the lower edge of the partitioned wall 32a. With the engine stopped, the lubricating oil level is L1 in both first and second oil reservoirs 32b, 32c. During engine 1 operation, the oil levels in the first and second oil reservoirs 32b, 32c become L2 and L3, respectively. This is due to lubricating oil being thrown to the outside regions of the gear chamber 32 during the spinning operation of the gears 30a and 30b. The lubrication in the second oil reservoir 32c will gradually seep back into the first oil reservoir 32b due to the restriction passage 32d. The end result is that the gear 30a is substantially immersed in lubrication at the time of startup of the engine 1 (corresponding to lubrication level L1), while in operation, the oil level within the first oil reservoir 32b reduces to L2 which reduces the contact between the driven gear 30a and the lubricant. Thus, there is less frictional temperature rise of the lubricating oil and less drag resistance to rotation of the gear 30a. Further, because of the reduced level L2 of lubricant within the first oil reservoir 32b during operation the problem of the lubricant "frothing" from frictional contact with the driven gear 30a is reduced. Another benefit of this sump arrangement is that a majority of the lubricating oil is present in the second oil reservoir 32c during operation of the engine 1. The lubricant is thus in intimate contact with an exterior surface of the gear cover 31 and crankcase 3, which increases heat dissipation therethrough and more effectively cools the temperature of the lubricant. Because the engine 1 in a preferred embodiment is a two-cycle, diesel engine, the negative intake pressure for the brake booster vacuum motor 35 is often insufficient. Still with reference to Figs. 4 and 7, the engine 1 is provided with a negative pressure producing vane pump or air compressor 34b coaxial with an alternator 34a which is driven by the crankshaft 2. Lubricating oil is supplied to the air compressor 34b via an oil pump 36. The supply of lubricating oil is drawn through an oil passage 38 from the gear chamber 32. Subsequently, the output air and lubricant mixture from the air compressor 34b is then channeled back to an upper region of the gear chamber 32 through a mixture passage 37. A majority of the oil discharged with the air from the air compressor 34b then condenses and joins with the oil in the first and second oil reservoirs 32b and 32c. The vaporous mixture still having lubricant remaining therein flows into the balancer chamber 27 through the upper communication passage 27a. Most of the remaining lubricating oil then condenses and is separated and returns to the oil reservoirs 32b, 32c via the lower communication passage 27b. The air, substantially separated of lubricating oil, is then supplied from an air discharge port 27c (Fig. 3) into the intake manifold 16a through a breather hose (not shown). The balancer 27 thus functions as a breather chamber for separating the oil and air mixture output from the air compressor 34b. As mentioned, the cylinder block 2 has three cylinder bores or cylinders 2c formed in parallel, and each cylinder bore 2c has a piston 7 which can reciprocate therein. The piston 7 is connected to a small end 9a of a connecting rod 9 through a piston pin 10 and needle bearing 11, while the large end 9b of the connecting rod 9 is connected to the crank pin or throw 13 of the crankshaft 12 through a needle bearing or connecting rod journal 14. As seen in Figure 4, the crankshaft 12 is journalled by bearings 46 and 39 within the crankcase 3. The present invention provides an improved arrangement for lubricating the connecting rod journals 14 immediately upon startup of the engine 1. More particularly, the engine 1 is provided with a separate lubricating system that includes a source of lubricant and lubricating pump 45 that delivers lubricant to various components of the engine 1. This includes an arrangement for lubricating the main bearing 39 and also the connecting rod journal 14, which will be described below with reference to Figures 4 and 14. An ECU 42 controls the operation of the lubricating oil pump 45 by supplying a driving signal to the oil pump 45 to provide the required amount of oil determined from engine parameters such as operating time, engine load, etc. The oil pump 45 may be driven under the control of the ECU 42 in any known manner. With specific reference to the detailed view of Figure 14, each bearing 39 journalling the crankshaft 12 between adjacent cylinders 2c comprises a roller bearing assembly 39b within an outer race 39a. Fully independent crank chambers 4 are provided for each of the cylinders 2c within the lower portion of the cylinder block 2 and crankcase 3. As is well known in this art, the crankcase chambers 4 associated with each of the cylinder bores 2c are sealed from each other so as to facilitate the two-cycle crankcase compression operation of the engine 1. In the illustrated embodiment, a sealing member 39d prevents communication between adjacent crank chambers 4. A main oil gallery 2d is formed in the crankcase 3 and receives lubricant under pressure. A plurality of delivery passages 2g intersect the gallery 2d and deliver oil to an oil delivery opening 2h in the outer race 39a. This lubricant then flows and lubricates the rollers of the bearing 39. Lubricant which escapes from the bearing 39 will be directed by the sealing member 39d inwardly and will flow into an oil retaining groove 13c in the crank pin 13. A cross-drilled passageway or first lubrication passage 13a extends through the throw 13 and is closed at its opposite end by a plug or closure 40. Oil will be drawn from an oil retaining groove and transferred by centrifugal force into the cross-drilled passageway 13a. A delivery passage or second lubrication passage 13b intersects the first lubrication passage 13a and the connecting rod journal 14 so as to lubricate this connecting rod journal (14). Hence, excess lubricant will be delivered to the connecting rod journal 14. The second lubrication passage 13b is branched at a location close to the plug 40, and extends obliquely with respect to the axis of the connecting rod 9 thus minimizing the amount of lubricant which must be accumulated in the first lubrication passage 13a before the centrifugal force causes flow into the second lubrication passage 13b, unlike the prior art type of construction. This arrangement ensures that lubricating oil supplied from the pump 45 to the bearing 39 is forced to flow to the connecting rod journal 14 directly after startup of the engine 1 due to the minimal dead volume of the first lubrication passage 13a between the opening of the second lubrication passage 13b and the plug 40. The plug 40 may comprise a ball. Figure 14 also shows a conventional branch passage 13b' in dashed lines which extends proximate the longitudinal center of the throw 13, i.e., from a position distant from the plug 40 and extends generally, parallel with the axis of the connecting rod 9 and thus the first lubrication passage 13a has a dead space which must be filled with lubricant before lubricant will flow into passage 13b'. With reference now to Figures 3, and 6, the cylinder block 2 has a pair of transverse oil passages 2e and 2f formed therethrough for each cylinder to supplying lubricating oil to the sliding surfaces of the piston 7. These oil passages 2e, 2f penetrate the cylinder block 2 perpendicularly to the crankshaft 12 and are rotationally displaced around the cylinder axis A. The oil passages 2e and 2f terminate at the cylinder bore 2c between the piston rings of the piston 7 when the position of the piston is at bottom dead center, shown in Figure 3, and register with the skirt of the pistons 7 during substantially its full stroke. These oil passages 2e and 2f are connected to the lubricating oil pump 45 through oil supplying passages 41. Now with reference to Figures 10 and 12, each piston 7 has a pair of oil distributing grooves 43, 44 formed in the skirt portion to uniformly spread oil supplied from the oil passages 2e and 2f over the piston skirt sliding surfaces. These distributing grooves 43, 44 comprise axially disposed grooves 43a and 44a offset circumferentially around each piston 7 so as to remain in register with the oil passages 2e and 2f in the cylinder bore 2c. Obliquely disposed generally circumferential grooves 43b and 44b extend from the upper and lower ends of the axial grooves 43a and 44a. These circumferential grooves 43b, 44b extend generally perpendicularly to the axis of the piston 7 and ensure that lubricant is delivered substantially around the entire circumference of the piston skirt. In a preferred form, the oblique grooves 43b, 44b extend from opposite ends of the axially disposed grooves 43a, 44a in directions around the circumference of the piston 7 which are inclined relative to the axis A of the cylinder bores 2c. Furthermore, the oblique grooves 43b, 44b preferably extend from each axial groove 43a, 44a in opposed directions around the piston circumference but are inclined relative to the piston axis A toward each other. Because of this orientation, the reciprocation of the piston 7 will cause lubricant to be distributed along the full circumferential extent of the grooves 43a and 43b. The provision of the axial grooves 43a and 44a, and oblique grooves 43b and 44b, ensures the skirt sliding surfaces of each piston 7 can be lubricated around their circumferences with a smaller number of oiled holes in each cylinder bore 2c wall. Further, because oil remains in the grooves 43, 44 even when the engine is out of operation for long periods, lubrication can be resumed instantly after restarting the engine. The reader's attention is now directed to Figures 3, 8 and 9 for discussion of a precombustion chamber insert, which is not part of the present invention. The cylinder head assembly 5 is comprised of a main cylinder head casting member which may be formed from a lightweight, highly heat conductive material such as aluminum or an aluminum alloy. The cylinder head 5 has a lower surface 5a that is in sealing relationship with the cylinder block 2 around the cylinder bores 2c. A cylinder head gasket (not shown) may be interposed between the cylinder head surface 5a and cylinder block 2 for sealing purposes, as is well known in this art. Threaded fasteners 6 affix the cylinder head members 5 to the cylinder block 2, as mentioned above. The cylinder head surface 5a forms with the cylinder bore 2c and heads of the pistons 7, the main combustion chambers 8 previously referred to. A precombustion chamber 22 is formed in the cylinder head assembly 5 in a manner now to be described. This precombustion chamber 22 is offset to one side of the cylinder bore 2c from the center of the cylinder bore. In a preferred arrangement, this offset is toward the side of the cylinder bore 2c away from the opposite scavenging ports 18f. This precombustion chamber 22 is formed by a spherical segment 20b integral with the cylinder head member 5 and at the base of a counterbore 20a. An insert piece, indicated generally by the reference numeral 21, is positioned within this counterbore 20a and affixed therein in a manner to be described. The insert piece 21 is formed preferably from a heat resistant steel, for example a steel designated as SUH 3 according to the Japanese Industrial Standards (JIS). This material has a lower heat conductivity and a lower thermal expansion than the aluminum of the main cylinder head member 5. The insert piece 21 is formed with a recessed area 21a which has a surface of a segment of a cone with the upper diameter thereof being equal to the spherical diameter of the spherical portion 20b of the main cylinder head member 5. The lower diameter may have any desired shape and thus the insert piece recess 21a and spherical cylinder head section 20b form the precombustion chamber volume 22 previously described. A transversely extending throat 21b is formed in the lower end of the insert piece 21 and communicates the prechamber volume 22 with the main combustion chamber 8. This throat 21b is directed so that it will terminate substantially at the center of the cylinder bore 2c and direct the charge issuing therefrom downwardly into the cylinder bore toward the opposite scavenge port 18f. The throat 21b is inclined so that hot gases may be directed directly into the inlet of a top surface cavity 7a formed in the piston 7. The bottom surface 21c of the insert piece 21 projects downward from the cylinder head mating surface 5a by a small distance a for a purpose to be described. A fuel injector 25a is mounted in the cylinder head member 5 and sprays into the prechamber recess 22 and through the throat 21b into the main chamber 8. To assist in the initiation of starting and combustion, a glow plug 25b may be positioned with its tip in the prechamber recess 22. As the piston 7 approaches the top dead center position, and as the pressure rises in both the prechamber 22 and main chamber 8, fuel injected by the injector 25a, due to the high temperature in the prechamber 22, will ignite, burn, and expand. This expansion occurs also through the throat 21b so as to fire the charge in the main chamber 8 and complete the combustion and the driving of the piston 7 downwardly. While fuel is injected close to the top dead center point in a compression stroke, the flame blows out of the throat 21b. Because the bottom surface 21c of the insert piece 21 is projected downward into the main combustion chamber 8, the gap between the top surface of the piston 7 and the mating surface 5a of the cylinder head 5 becomes narrower by the distance a. Consequently, this projected portion functions as a masking and air is regulated so as to flow into the top surface cavity 7a of the piston 7. Preferably, the projection distance a is set between .1 and 1.0 mm. The insert piece 21 is fixed in the counterbore 20a via fixing bolts 23 inserted into the cylinder head 5 of an outward direction from the main combustion chamber side 8. The bolts 23 are secured with cap nuts 24 and sealing gaskets 53 therebetween. Inner flange portions 23a of the bolts 23 support stepped portions 21d of the insert piece 21, while cutout portions 23b in the flange portions prevent rotation of the bolts. Furthermore, the larger diameter portions 23c of the fixing bolts 23 provide contact between the counterbore 20a and the outer wall of the insert piece 21, as best seen in Figure 9. Annular heat insulation gap al and circular heat insulation gap a2 nearly eliminate conductive heat transfer between the insert piece 21 and the surrounding counterbore 20a and cylinder head 5. The heat insulation gaps al and a are preferably approximately .5 and 1.0 mm, respectively. The provision of the heat insulation gaps al and a2 allow higher temperatures within the precombustion chamber 22 for more efficient ignition and combustion. The downwardly projecting insert piece 21 into the cylinder cavity 8 further increases the efficiency of combustion by directing air from the precombustion chamber into the top cavity 7a of the piston 7. Furthermore, because the insert piece 21 is affixed within the combustion chamber 8 via the fixing bolts 23, the location of the insert piece is not specifically limited. In an alternative, being not a part of the present invention, to the recess 7a formed in the top of the piston 7, as seen in Figure 3, a ceramic layer 7b having a high heat insulation capability may be sprayed on the top surface of the piston 7, as seen in Figure 11. Likewise, a layer of ceramic 7c can be cast directly into the piston 7, as seen in Figure 13. With these insulating layers, the temperature of the top of the piston 7 can be lower, allowing the piston rings to be placed nearer the top of the piston 7. Consequently, the compression ratio can be increased while avoiding ring sticking from excessive temperatures. In the afore-indicated embodiments an improved lubrication system for a two-stroke engine having a lubrication path from an oil sump directly to an induction valve assembly for noise reduction was shown. The oil sump is divided into two chambers with a restricted passage therebetween to ensure lubrication of transmission gears upon startup while reducing drag during operation. A cross-drilled lubrication passage through each crankshaft throw terminates in a second passage proximate a dead-end plug, the second passage being in communication with the piston rod bearing. Each piston skirt includes at least one axial groove in registration with an oil supply passage. Circumferential grooves distribute the oil around the piston skirt from the axial grooves. The pistons may include ceramic top layers for heat insulation to increase the compression ratio possible by raising the ring positions. The engine incorporates an air/oil mixture separator within a balancer shaft chamber and air from the chamber is directed to the intake system. Of course the internal combustion engine need not be equipped with all said systems simultaneously but also a certain selection may be choosen according to the actual needs and operational requirements of a specific engine. It should be readily apparent from the foregoing description that the described construction provides a very efficient and effective system for lubricating an engine or other reciprocating machine and insures immediate delivery of lubricant upon startup of the engine. In addition, the arrangement minimizes oil consumption and provides lubrication and oil separation for an engine accessory including an air pump for separating the lubricant from the air delivered by the air pump before it is introduced into the engine. Furthermore, an improved arrangement for lubricating a transmission is provided.

Claims: Internal combustion engine (1), in particular two-stroke crankcase compression engine, comprising a direct lubricating system having an arrangement for lubricating the crankshaft connecting rod journal (14), a crankshaft (12) journaled for rotation about a crankshaft axis and having a throw (13) with a bearing portion eccentric relative to said axis for receiving the big end (9b) of a connecting rod (9), further comprising a first lubrication passage (13a) extending transversely through said throw (13) between an opening and an inlet in the external surfaces of said throw (13), a closure (40) for closing said opening, and a second lubrication passage (13b) extending from said crankshaft (12) connecting said connecting rod journal (14) to said first lubrication passage (13a) and intersecting said first lubrication passage (13a), characterized in that said second lubrication passage (13b) intersecting said first lubrication passage (13a) adjacent said closure (40) thereby minimizing the dead volume of said first lubrication passage (13a) between the point of intersection and said closure (40). Internal combustion engine (1) as claimed in claim 1 further including means for introducing lubricant at a low pressure to the inlet. Internal combustion engine (1) as claimed in claim 1 or 2, wherein the inlet is disposed in a side of the throw (13) opposite the opening and the source of lubricant is lubricant which has been delivered to a main bearing (39) of the crankshaft (12) on the side where the inlet is disposed. Internal combustion engine (1) as claimed in at least one of the preceding claims 1 to 3, wherein the connecting rod (9) is journaled on the bearing portion by means of roller bearings (11, 14). Internal combustion engine (1) as claimed in at least one of the preceding claims 1 to 4, wherein the engine comprises a two-stroke crankcase compression internal combustion engine (1). Internal combustion engine (1) as claimed in at least one of the preceding claims 1 to 5, wherein the first lubricating passage (13a) is disposed at an acute angle to the crankshaft rotational axis with the opening being disposed radially outwardly of the inlet so that centrifugal force pressurizes the lubricant delivered to the second lubricating passage (13b). Internal combustion engine (1) as claimed in at least one of the preceding claims 1 to 6 further including a piston (7) connected to the other end (9a) of the connecting rod (9) by a piston pin (10) and slidably supported within a cylinder bore (2c) and wherein the piston (7) is provided with an axially extending groove (43a,44a) terminating at its opposite ends and circumferentially extending grooves (43b,44b) for distributing lubricant to the skirt of said piston. Internal combustion engine (1) as claimed in claim 7, wherein there are grooves (43b,44b) provided on opposite sides of the piston skirt in an area disposed substantially perpendicular to the axis of the piston pin (10). Internal combustion engine (1) as claimed in at least one of the preceding claims 1 to 8, further including an oil delivery hole (2e,2f) extending through the cylinder block (2) and intersecting its cylinder bore (2c) in a position swept by a skirt of the piston (7) and in registry with the axially extending groove (43a,44a). Internal combustion engine (1) as claimed in claim 9, wherein there is a groove arrangement (43,44) and oil delivery passage (2e,2f) on the sides of the piston (7) disposed between the piston pin (10).

Inventors: MASUDA TATSUYUKI, MASUDA, TATSUYUKI
Applicants: YAMAHA MOTOR CO LTD, YAMAHA HATSUDOKI KABUSHIKI KAISHA
Application year: 1994
Main classification: F01M1
IPC codes: F01M13, F02B75, F02B3, F01M9, F01M11, F01M1, F16N7, F16N39, F02B63